Tig rig sail system

ABSTRACT

A sail system comprised of square-rigged sails each set in self-contained units attached to the sides of existing, ocean-going commercial freight ships, which sail system will be deployed in arrays along the sides of the hull of the ship and controlled by proprietary software. The Tig Rig sail system is a roller-blind design of sales, which can reef from full up to full down in increments of one-tenth of the length of the sail drop. The sail system unit has a mast that can rotate and be fixed in position through 360 degrees, which reefing and mast angle can be controlled through control cables, cogs and worm screws in three different ways, in addition to automated reefing and mast release functionality. The Tig Rig sail system is designed to utilize and maximize wind efficiency thereby reducing the reliance on fuel of such ships, with a particular focus on retro-fitting existing ocean-going commercial freight ships.

CROSS-REFERENCE TO RELATED APPLICATIONS

This non-provisional utility patent application claims the benefit of a provisional patent application filed by the inventor, Alistair Johnson, on Oct. 15, 2016, reference U.S.P.T.O. Patent Application No. 62/408,733.

BACKGROUND OF THE INVENTION

The present invention relates generally to the commercial marine industry. The invention is a sail system to be installed on ocean-going, commercial freight ships, which system consists of square-rigged sails set in self-contained units attached to the sides of the ship to be deployed in arrays and controlled by proprietary software in order to utilize and maximize wind efficiency, thereby reducing the consumption of fuel for such ships. The invention will have a primary focus of deploying this sail system on existing ships through retro-fitting such ships with the sail system.

BRIEF SUMMARY OF THE INVENTION

The invention generally relates to a sail system to be installed on ocean-going commercial freight ships, which system consists of square-rigged sails set in self-contained units attached to the sides of the ship to be deployed in arrays and controlled by proprietary software in order to utilize and maximize wind efficiency, thereby reducing the consumption of fuel for such ships. The invention will have a primary focus of deploying this sail system on existing ships through retro-fitting such ships with the sail system.

Some of the features of the invention have been outlined rather broadly in order that the detailed description thereof may be better understood, and in order that the present contribution to the art may be better appreciated. There are additional features of the invention that will be described thereafter.

In this respect, before explaining at least one embodiment of the invention in detail, it is integral to understand that the invention is not limited in its application to the details of construction or to the arrangements of the components set forth in the following description or illustrated in the drawings. The invention is capable of other embodiments and of being practiced and carried out in various ways. Also, it is important to understand that the phraseology and terminology employed herein are for the purpose of the description and should not be regarded as limiting.

An object of the invention is to utilize and maximize wind efficiency through the use of the sail system on ocean-going, commercial freight ships.

Another object is to utilize the sail system in order to reduce the consumption of fuel for ocean-going, commercial freight ships from the current usage by such ships.

Another object of the invention is to maximize the efficiency of existing ships through retro-fitting the ships with the Tig Rig sail system (hereinafter referred to as the “TR” or the “TR sail system”).

Other objects and advantages of the present invention will become obvious to the reader and it is intended that these objects and advantages are within the scope of the present invention. To the accomplishment of the above and related objects, this invention may be embodied in the form illustrated in the accompanying drawings, attention being called to the fact, however, that the drawings are illustrative only, and that changes may be made in the specific construction illustrated and described within the scope of this application.

BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWINGS

Various other objects, features and attendant advantages of the present invention will become fully appreciated as the same becomes better understood when considered in conjunction with the accompanying drawings, in which like reference characters designate the same or similar parts throughout the several views, and wherein:

FIG. 1 is an illustration of one TR unit of the TR sail system installed on the GD 575 Handymax ship (“GD 575”) in its pocket-mounted version. The GD 575 requires 9 units per side and a bow unit, 19 units in total.

FIG. 2 is an illustration of a close-up view of one TR unit of the TR sail system installed on the GD 575 in its pocket-mounted version.

FIG. 3 is an illustration of the TR sail system deployed in a full array of 19 TR units along the sides of the hull of the ship, installed in this case along the GD 575.

FIG. 4 illustrates the control panel and the base cylinder in the housing of each self-contained TR unit of the TR sail system as it is installed along the side of the ship.

FIG. 5 is an illustration of the TR unit as a roller blind design of sails, showing the top boom end cap.

FIG. 6 illustrates the roller blind design of the TR unit with the top boom, trapped rod and the sail hanging from the TR unit.

FIG. 7 illustrates the TR unit with the sail completely extended, in this case with a TR unit measuring 16 meters wide by 15 meters in length.

FIG. 8 illustrates the TR unit with the sail extended at 9/10^(th) of its full extension.

FIG. 9 illustrates the TR unit with the sail extended at 5/10^(th) of its full extension.

FIG. 10 illustrates the TR unit with the sail extended at 1/10^(th) of its full extension.

FIG. 11 illustrates the mast of the TR unit that can rotate and be fixed in a position through a complete 360 degrees, illustrating the sail rotated at 60 degrees toward port.

FIG. 12 illustrates the mast of the TR unit rotated and fixed in a position with the sail rotated at 120 degrees toward port.

FIG. 13 illustrates the mast of the TR unit rotated and fixed in a position with the sail rotated at 180 degrees, which would be utilized when the ship is stopping.

FIG. 14 illustrates the mast of the TR unit rotated and fixed in a position with the sail at 120 degrees toward starboard.

FIG. 15 is a schematic of the complete array of TR units set at an angle of 115 degrees toward the wind.

FIG. 16 is an illustration of the control panel which, through control cables, cogs and worm screws, controls the reefing and the angle of the mast of the TR unit, which can be done centrally from the bridge of the ship, or either electronically or manually by an operator at the TR unit.

FIG. 17 is an illustration of the control panel at close range, demonstrating the reefing motor, crank handles, local control unit and the screw motor for the mast cog, all of which controls the reefing and the angle of the mast of the TR unit.

FIG. 18 illustrates the tom boom flex detector cable in its activated and regular position, which triggers auto-reefing of the TR unit's mast in order to protect damage to the ship, mast or sail when sudden wind occurs.

FIG. 19 illustrates the flex detecting cable at the control panel, the inertia drum and the activating lever.

FIG. 20 illustrates the activating lever.

FIG. 21 illustrates the trip lever level, which is a variable lever that releases the drum latch to release the top boom and thereby reef the sail by one rotation, or 1/10^(th) of the sail drop.

FIG. 22 illustrates the activated lever.

FIG. 23 illustrates the trip lever activated.

FIG. 24 illustrates the drum latch released, which releases the top boom of the mast and thereby reefs the sail down by one rotation, or 1/10^(th) of the sail drop.

FIG. 25 illustrates the top boom cable drum.

FIG. 26 illustrates the mast strengthener cable, which triggers the mast's release.

FIG. 27 illustrates the mast strengthener cable, which triggers the mast's release, extended down to the deck and rising to the control panel.

FIG. 28 illustrates the mast strengthener cable and the mast strengthener tab.

FIG. 29 illustrates the mast strengthener tab and the mast weight release switch.

FIG. 30 illustrates the mast strengthener tab in locked position, the weight release switch activated and the weight holding pin in drawn position.

FIG. 31 illustrates the mast release weight held.

FIG. 32 illustrates the mast release weight dropped.

FIG. 33 illustrates the mast release weight held and the plate in place.

FIG. 34 illustrates the mast release weight dropped and the plate lifted.

FIG. 35 illustrates the plate held in place, the mast cog in place on the worm screw and the worm screw.

FIG. 36 illustrates the plate lifted and the mast cog lifted off the worm screw, which is triggered to occur when the mast comes under too much pressure and the mast's release is triggered by the mast strengthener cable.

FIG. 37 demonstrates the sail dead ahead when the mast is under wind pressure.

FIG. 38 illustrates when the sail is released to rotate in line with the wind, which releases the wind pressure and preserves the mast through the mast release mechanism.

FIG. 39 illustrates the rail mounting and pocket mounting mechanisms that are used to mount the TR units on the ship, at fixed set points and at specified points on the rails. The rail mounting is the mounting system used in the Mark 2 version in which each TR unit has its own motor to move around the railing installed on the ship.

FIG. 40 illustrates the Mark 3 ‘Curtail Rail’ mounting system, with the top brace, top rail, brace connecting cable, base housing (rail), bottom brace release cable, bottom rail and the bottom brace of this mounting system.

FIG. 41 illustrates the Mark 5A TR unit (“Mk5A”) installed on the bow of a ship, with the single 440V motorized capstan assembly installed on a platform at the bow, referred to as the pocket-mounted bow unit.

FIG. 42 illustrates the single 440V motorized capstan assembly of the Mk5A installed on a platform with the rope spools stored below the capstan above the platform.

FIG. 43 illustrates the three rope spools stored below the capstan of the Mk5A.

FIG. 44 illustrates the Mk5A as a pocket-mounted bow unit, with two bow doors visible on the ship at port and starboard.

FIG. 45 illustrates the Mk5A as a full rail-mounted bow unit, with three bow doors visible on the ship at port, bow and starboard.

FIG. 46 illustrates the clearance of all TR units on the dockside and stern of the ship during loading and while at port.

FIG. 47 illustrates the black rope in a deployed position from the capstan of the Mk5A.

FIG. 48 illustrates the black rope deployed from the Mk5A and offered over the bow wall of the ship.

FIG. 49 illustrates the black rope running around the ship on stern rollers.

FIG. 50 illustrates the black rope running around the ship on the starboard side.

FIG. 51 illustrates the black and white rope loops lashed together on the starboard side of the ship.

FIG. 52 illustrates the black and white ropes lashed at the capstan of the Mk5A, with the black rope wound around the capstan below.

FIG. 53 illustrates the yellow rope deployed for the dockside clearance procedure so that the TR units are gathered on one side of the ship to allow room for the TR units from the dockside to be drawn around the ship and out of the way in this procedure; this schematic further demonstrates the horn cleat on the base of the Mk5A unit.

FIG. 54 illustrates the yellow rope brought to position to gather the TR units in the dockside clearance procedure.

FIG. 55 illustrates the yellow rope attached to the last TR unit on the port side in the dockside clearance procedure.

FIG. 56 illustrates the port side view of the ship with the TR units in position to be moved in the dockside clearance procedure.

FIG. 57 is a schematic of the initial positions of the TR units on the ship before the dockside clearance procedure.

FIG. 58 is a schematic of the port side TR units gathered, with the positions to be taken by the first two starboard TR units, during the dockside clearance procedure.

FIG. 59 is a schematic of the starboard TR units drawn fully around during the dockside clearance procedure.

FIG. 60 is a schematic of the starboard side and stern side both clear of TR units during the dockside clearance procedure.

FIG. 61 is a schematic of the container version of the TR sail system.

FIG. 62 is an illustration of the detail of the rails for TR units installed on containers on a container ship.

FIG. 63 is an illustration of the Mk5A rail system showing the pocket-mounted bow unit. This is shown mounted on the GD 575.

FIG. 64 is an illustration of the mid view of the control panel.

FIG. 65 is an illustration of the two rails, a top rail and bottom rail, mounted all around the ship, on the GD 575.

FIG. 66 is an illustration of mounting rail assembly for a single TR unit.

FIG. 67 is an illustration of the TR unit in place on the mounting rails with the braces deployed.

FIG. 68 is an illustration of the front edge of the base TR unit sitting on the bottom rail which is mounted flush against the hull of the ship. The illustration features the lifting wheels on the TR unit sitting in the wheel groove on the bottom rail.

FIG. 69 is an illustration of the top rail assembly showing the profile rail, base plate, face rail, top rail, and the power and data cables running along the enclosure.

FIG. 70 illustrates the brace lock in place on the top rail to which it locks.

FIG. 71 illustrates the positions of the brace locking slots on the top and face rails as well as the water channels in the base plate.

FIG. 72 illustrates the mid view of the mounting assembly showing the positions of the brace and top plate locking slots and the lug points in the upright members.

FIG. 73 is an illustration of the brace slots on the face and top rail.

FIG. 74 is an illustration of the bottom brace in place on the bottom rail with the brace latch and the brace latch cable together with the brace connecting cable.

FIG. 75 is an illustration of the 6 lugs on the inside face of the base TR unit.

FIG. 76 is an illustration of the lug points on the mounting assembly.

FIG. 77 is an illustration of the base lug being offered to the lug point on the mounting assembly.

FIG. 78 is an illustration of the lug down and housed in the lug point shown from the ship's side.

FIG. 79 is the mid view illustration of the base unit set down into the lugs points from the ship's side.

FIG. 80 is the mid view illustration of the base unit set down in place with the braces deployed from the ocean side.

FIG. 81 is an illustration of the end of the top boom showing the boom end cap.

FIG. 82 is an illustration of the end of the top boom without the end cap showing the sail trapped by a rod in the bottom groove of the top boom.

FIG. 83 is a top view illustration of the mast head without the mast strengthener and spur arm assembly revealing the top boom holding the cable running around the pulleys and the other cable holding the fixings.

FIG. 84 is an illustration of the fixing points of the bottom boom support cable and the bottom collar holding cable.

FIG. 85 is an illustration of the mast strengthener and spur arm assembly showing the forward spur cables, the mast strengthener cable, and the top and bottom boom support cables.

FIG. 86 is an illustration of the top boom holder with the top boom holding cable attached.

FIG. 87 is an illustration of the top boom collar showing the internal rollers and the ⅗^(th) and ⅖^(th) counter-weights.

FIG. 88 is an illustration of the ball rollers at the front inside of the top boom collar.

FIG. 89 is an illustration of the front view of the top boom holder showing the top boom support cables and the reefing cables.

FIG. 90 is an illustration of the top boom detailing the top boom support cable fixed to the top boom end cap and the reefing cable going around the end pulley and down to the bottom boom holder.

FIG. 91 is an illustration of a typical chain link trap used throughout the unit.

FIG. 92 is an illustration of a typical cable with links trapped in the chain link trap.

FIG. 93 is an illustration of the trapped chain link from below.

FIG. 94 is an illustration of the primary red locking plate in place holding the trapped link in place.

FIG. 95 is an illustration of the secondary blue locking plate in place holding the primary plate in place.

FIG. 96 is an illustration of the R clip used to lock the secondary plate in place.

FIG. 97 is an illustration of the exploded view of the chain link trap, locking plates and R clip showing that they are connected at the place of use by cables to avoid loss.

FIG. 98 is an illustration of the side of the mast head showing the bottom collar cable and the bottom boom cable fixed with the chain link trap system described above FIGS. 91 to 97.

FIG. 99 is an illustration of the bottom boom collar showing the chain link traps for the bottom collar cable and the lateral boom holding cable.

FIG. 100 is an illustration of the mast strengthener spur arm detailing the fore and aft bottom boom cables.

FIG. 101 is an illustration of the fore and aft bottom boom cables fixed to the bottom boom holder.

FIG. 102 is an illustration showing the mid side view of the mast strengthener cable and the bottom boom cables.

FIG. 103 is an illustration of bottom boom constrainers without the boom in place.

FIG. 104 is an illustration of the bottom boom held in place by the bottom boom constrainers.

FIG. 105 is an illustration of the bottom boom holding cable, which prevents the bottom boom riding up the mast when the sail has wind.

FIG. 106 is an illustration of the lateral boom holding the cable attached to the bottom boom holder.

FIG. 107 is an illustration of the lateral boom holding the cable attached to the bottom boom collar.

FIG. 108 is an illustration of the bottom boom insert is housed in the bearing in the bottom boom holder.

FIG. 109 is an illustration of a cross-section showing the bottom boom insert inside the bottom boom with its flanges against the bottom boom's groove.

FIG. 110 is an illustration of the bottom boom bearings housing the end of the bottom boom insert.

FIG. 111 is an illustration of the top boom holder showing the top boom holding cable in the pulleys on the mast head and running down to the cable drum on the control panel.

FIG. 112 is an illustration of the cable drum for the top boom holder cable shown from the rear side.

FIG. 113 is an illustration of the top boom holding cable running around the cable drum from the front side and the drum holding latch on the front of the control panel.

FIG. 114 is an illustration of the drum holding latch on the face of the control panel from the front.

FIG. 115 is an illustration of the top boom holding cable fixing to the underside of the top boom with a cable tensioner.

FIG. 116 is an illustration of the reefing cables attached to the top boom collar and running up to the pulleys on the side of the mast head across each way towards the ends of the top boom.

FIG. 117 is an illustration of the reefing cable running from the pulley towards the end of the top boom.

FIG. 118 is an illustration of the reefing cable in the pulley mounted on the top boom end cap.

FIG. 119 is an illustration of the reefing cable heading down to the bottom boom holder.

FIG. 120 is an illustration of the reefing cable wound onto the bobbin of the bottom boom insert.

FIG. 121 is an illustration of the bottom boom insert with the reefing cable played out and attached with a spring clip.

FIG. 122 is an illustration of the top boom and sail fully reefed down, which is the position when the reefing cable is fully played out.

FIG. 123 is an illustration of the exploded view of the mast bearing assembly showing the resin fill, steel cup and ring, bearing and sensor strip on each end of the mast.

FIG. 124 is an illustration of the bottom of the mast, the resin fill and the steel cup.

FIG. 125 is an illustration of the close view of the resin fill on the mast base and the steel cup positioned to be placed onto it in the mast assembly sequence for the bottom of the mast.

FIG. 126 is an illustration of the close view of the resin fill on the base of the mast, the steel cup, bearing and sensor strip positioned to be placed onto it in the mast assembly sequence for the bottom of the mast.

FIG. 127 is an illustration of the steel cup on the resin fill from below.

FIG. 128 is an illustration of the steel cup on from above.

FIG. 129 is an illustration of the bearing on the steel cup.

FIG. 130 is an illustration of the sensor strip on the bearing, the whole bottom of the mast assembly complete.

FIG. 131 is an illustration of a close view of the mast assembly sequence at the top of the mast, being the resin and bearing assemblies.

FIG. 132 is an illustration of the mast assembly sequence on the top of the mast, shown complete with studs installed on the bearing.

FIG. 133 is an illustration of both mast bearings assembled on the mast.

FIG. 134 is an illustration of a close view of the middle section of the mast, demonstrating the mast's inner sheath assembly.

FIG. 135 is an illustration of a close view of the base of the inner sheath with the rollers.

FIG. 136 is an illustration of the rollers in place on the base of the inner sheath.

FIG. 137 is an illustration of the base of the mast assembly sitting on the base rollers of the inner sheath.

FIG. 138 is an illustration of a close view of the mast assembly sitting on the base rollers.

FIG. 139 is an illustration of the mast assembly lowered into the inner sheath.

FIG. 140 is an illustration of the holding tabs at the top of the inner sheath positioned to be looped over the lugs on the top bearing.

FIG. 141 is an illustration of the holding tabs brought down over the lugs on the top bearing.

FIG. 142 is an illustration of a close view of the pressure sensor strip.

FIG. 143 is an illustration of the full mast and inner sheath assembly complete.

FIG. 144 is an illustration of the middle sheath enclosed by the insulation.

FIG. 145 is an illustration of a close view of the bases of the insulation and the middle sheath.

FIG. 146 is an illustration of the base of the assembled middle sheath.

FIG. 147 is an illustration of the venting apertures in the middle sheath base assembly.

FIG. 148 is an illustration of the typical placement of the base insulation in the middle sheath base assembly.

FIG. 149 is an illustration of side insulation being offered to the middle sheath assembly.

FIG. 150 is an illustration of the side insulation and the base insulation in place and the continuity of their venting routes.

FIG. 151 is an illustration of the base insulation complete.

FIG. 152 is an illustration of a close view of the outer sheath and cylinder assembly showing the top plate, the venting cowl, the connecting collar, the outer cylinder and the middle sheath assembly.

FIG. 153 is an illustration of the outer cylinder with the base plate exploded.

FIG. 154 is an illustration of the positioning of the outer cylinder base plate in place below the inner sheath assembly.

FIG. 155 is an illustration of the middle sheath assembly being offered into the outer cylinder.

FIG. 156 is an illustration of middle sheath inserted halfway into the outer cylinder.

FIG. 157 is an illustration of the top of the middle sheath in place inside the outer cylinder.

FIG. 158 is an illustration of the side insulation being offered into the outer cylinder.

FIG. 159 is an illustration of the side insulation lowered halfway into the outer cylinder beside the middle sheath assembly.

FIG. 160 is an illustration of a close view of the top of the side insulation in place between the outer cylinder and the middle sheath assembly.

FIG. 161 is an illustration of the side insulation fully installed.

FIG. 162 is an illustration of the fixing collar in place at the top of the outer cylinder.

FIG. 163 is an illustration of the mid view of the fixing collar mounted on the top of the outer cylinder showing the slot for the venting cowl.

FIG. 164 is an illustration of the venting cowl showing the apertures that line up with the venting routes in the side insulation.

FIG. 165 is an illustration of the venting cowl in place on top of the side insulation.

FIG. 166 is an illustration of the top plate in place on top of and attached to the fixing collar. The venting cowl offers through the top plate to allow the passage of air.

FIG. 167 is an illustration highlighting the venting holes in the top plate.

FIG. 168 is an illustration of the bottom of the top plate to show the top plate fixed to the fixing collar and the venting cowl arms leading to the vent holes.

FIG. 169 is an illustration of the outer cylinder and the top plate fully assembled.

FIG. 170 is an illustration of a close view of the cylinder housing assembly, illustrating the control panel, spline assembly, holding ring, top rail assembly and cradle of same.

FIG. 171 is an illustration of the outer cylinder lowered into the housing cradle.

FIG. 172 is an illustration of the top of the top plate with the radial rollers on the plate and the worm screw, motors etc.

FIG. 173 is an illustration of the spline in place on top of the top plate rollers.

FIG. 174 is a close-up illustration of the spline sitting on top of the rollers.

FIG. 175 is an illustration of the holding ring set in place while the control panel, mast, etc. are in place.

FIG. 176 is an illustration of the top plate with the worm screw in place.

FIG. 177 is an illustration of the details of the radial rollers on the bottom of the ring plate shown with the sealing rubber ring.

FIG. 177 is an illustration of the holding ring plate offered beneath the mast turning cog.

FIG. 179 is an illustration of the clearance below the worm screw, which is limited.

FIG. 180 is an illustration of the bottom of the holding ring plate showing the roller mounted.

FIG. 181 is an illustration of the rubber sealing ring that runs in front of the holding ring plate rollers.

FIG. 182 is an illustration of the side view of the holding ring plate being offered into place in the round spline.

FIG. 183 is an illustration of the holding ring plate in place below the worm screw.

FIG. 184 is an illustration of the side view of the holding ring plate in place.

FIG. 185 is an illustration of the holding ring plate offered over top of the lug on the top plate.

FIG. 186 is an illustration of the holding ring plate rotated and locked into the lug.

FIG. 187 is an illustration of the rear view of the holding ring plate in the unlocked position.

FIG. 188 is an illustration of the holding ring plate rotated into the locked position.

FIG. 189 is an illustration of the holding ring plate spacer offered into position.

FIG. 190 is an illustration of the ring plate spacer in place, with the fixing plate ready and the locking pin offered.

FIG. 191 is an illustration of the locking plate lock slot.

FIG. 192 is an illustration of the locking plate offered from the rear.

FIG. 193 is an illustration of the locking plate offered from the front.

FIG. 194 is an illustration of the locking plate in place in the slot.

FIG. 195 is an illustration of the locking plate's locking pin in place.

FIG. 196 is an illustration of the R clip in place locking the locking pin in place from the front side.

FIG. 197 is an illustration of the entire locking assembly complete.

FIG. 198 is an illustration of the mid view of the holding ring in place from the rear.

FIG. 199 is an illustration of the front of the holding ring plate sitting below the worm screw.

FIG. 200 is an illustration of the locking bolt offered.

FIG. 201 is an illustration of the locking bolt offered over the top of the top plate lug.

FIG. 202 is an illustration of the locking bolt slid into place and locked onto the lug.

FIG. 203 is an illustration of the bolt locking bar ready to be locked.

FIG. 204 is an illustration of the bolt locking bar rotated into place.

FIG. 205 is an illustration of the R clip in place locking the locking bar in place.

FIG. 206 is an illustration of the 2^(nd) bolt on the other side offered to the top plate lugs.

FIG. 207 is an illustration of the 2^(nd) bolt slid into place on the top plate lugs.

FIG. 208 is an illustration of the locking bar and R clip of the 2^(nd) bolt locked and clipped.

FIG. 209 is an illustration of the holding ring plate offered to the top plate keeper below the worm screw.

FIG. 210 is an illustration of the holding ring plate halves slid together to lock under the top plate keeper.

FIG. 211 is an illustration of the 1^(st) bolt sitting in place in the top plate keeper.

FIG. 212 is an illustration of the 2^(nd) bolt coming into place above the 1^(st) bolt beneath the top plate keeper to lock down the front of the holding ring plate.

FIG. 213 is an illustration of the holding ring plate roller bearing down on the top plate.

FIG. 214 is an illustration of the rubber seal that runs around the inside edge of the holding ring plate.

FIG. 215 is an illustration of the holding ring plate in place on the spline.

FIG. 216 is an illustration of the venting cowl in place below the venting hole in the top plate.

FIG. 217 is an illustration of the venting port on the top plate sealed by the holding ring plate.

FIG. 218 is an overview illustration of the holding plate ring, spline and cog on the top plate.

FIG. 219 is an illustration of the continuous tube formed by the spline and the middle sheath for receiving the mast assembly.

FIG. 220 is an illustration of the mast assembly half lowered into the middle sheath of the base assembly.

FIG. 221 is an illustration of the clearance as the mast assembly goes into the middle sheath.

FIG. 222 is an illustration of the mast assembly in place in the base assembly.

FIG. 223 is an illustration of the close view of the control panel in place on the poly spline assembly.

FIG. 224 is an illustration of the mast and spline showing the spline pegs.

FIG. 225 is an illustration of the top of the spline showing the turning block receiving slots from the top.

FIG. 226 is an illustration of the turning block receiving slots from below.

FIG. 227 is an illustration of the turning blocks and the rubber inner liners in position adjacent to the mast.

FIG. 228 is an illustration of one turning block showing the handles.

FIG. 229 is an illustration of the underside view of the turning block showing the block turning pegs designed to fit the block receiving slots in the spline.

FIG. 230 is an illustration of the turning blocks and liners offered onto the mast.

FIG. 231 is an illustration of the turning block offered onto the mast and being lowered down past the control panel.

FIG. 232 is an illustration of the turning block down in place on the spline pegs.

FIG. 233 is an illustration of the turning block locking bar and the R clip offered to the peg slot.

FIG. 234 is an illustration of the locking peg in place in the spline peg slot.

FIG. 235 is an illustration of the R clip offered into the hole.

FIG. 236 is an illustration of the locking bar and R clip in place, the turning block locked onto the spline.

FIG. 237 is an illustration from the side of the turning block in place.

FIG. 238 is an illustration from the top of the turning block in place showing the clearance from the control panel for accessing the turning block.

FIG. 239 is an illustration of the rail mounted unit base on the top rail from the side.

FIG. 240 is an illustration of the pocket mounted unit base with the top plate flush to the deck from the side.

FIG. 241 is an illustration of the relative alignment of the two versions relative to the deck.

FIG. 242 is an illustration of the mounting rail assembly at the Starboard 3 (S3) position which is our example loading point in these illustrations.

FIG. 243 is an illustration of the loading spacers in place ready for the loading of the TR unit.

FIG. 244 is an illustration of the mid view of the aft spacer.

FIG. 245 is an illustration of the aft spacer locked in place from above.

FIG. 246 is an illustration of the aft spacer locked from below.

FIG. 247 is an illustration of the TR unit being offered by crane to the loading point from the side rear.

FIG. 248 is an illustration of the TR unit being offered to the loading point from the front side.

FIG. 249 is an illustration of the ball of the TR unit lowered onto the profile rail between the two spacers.

FIG. 250 is an illustration of the position of the side of the top plate as it engages the spacer when the ball is in place on the profile rail but still at an angle.

FIG. 251 is an illustration of the TR unit in place on the profile rail at an angle from the side.

FIG. 252 is an illustration of the TR unit lowered at the back so that it sits flush and level with the spacer.

FIG. 253 is a close-up illustration of the TR unit flush with the spacer.

FIG. 254 is an illustration of the TR unit flush with the scissor jack closed.

FIG. 255 is an illustration of the TR unit flush and the scissor jack opened to half.

FIG. 256 is an illustration of the position of the TR unit lifting wheels when the unit is flush in place and the scissor jack is closed.

FIG. 257 is an illustration of the lifting wheel position, down on the bottom rail when the jack is opened to half position.

FIG. 258 is an illustration of the TR unit flush and with the jack opened to half but still held by the crane.

FIG. 259 is an illustration of the of the TR unit level and with the jack half open and the crane removed.

FIG. 260 is an illustration of the TR unit lifted by the wheels when the scissor jack is opened to the maximum within the housing.

FIG. 261 is an illustration of the aft spacer removed to show the TR unit ball in the top groove of the profile rail because the unit is lifted to the maximum for moving.

FIG. 262 is an illustration of the ball rotated as the TR unit is pushed along the rail.

FIG. 263 is an illustration of the TR unit on the rail ready to move from high on the ship.

FIG. 264 is an illustration of the TR unit moved 8 meters along the rail, approximately halfway between unit mounting points at 16.5 m spacing.

FIG. 265 is an illustration of the TR unit moved the full 16.5 meter to position Starboard 4 (“S4”).

FIG. 266 is an illustration of the TR unit with the booms turned perpendicular to the deck and ready for the next unit to be lowered into place.

FIG. 267 is an illustration of the aft spacer returned to position.

FIG. 268 is an illustration of the next TR unit being offered to S3.

FIG. 269 is an illustration of the TR unit in place with the braces stored for movement.

FIG. 270 is an illustration of the TR unit in place with the braces stored from the side.

FIG. 271 is an illustration of the TR unit with the braces deployed.

FIG. 272 is an illustration of the top brace in place on the top rail with the top brace locking point highlighted.

FIG. 273 is an illustration of the top brace lock in place from above.

FIG. 274 is an illustration of the top brace lock in place from below showing the locking block in line with the slot.

FIG. 275 is an illustration of the brace lock locked and the locking block set across the top rail slot.

FIG. 276 is an illustration of the bottom brace latch cable held open by the keeper.

FIG. 277 is an illustration of the bottom brace latch in the open position.

FIG. 278 is an illustration of the bottom brace latch open with the latch cover off to show the latch and spring.

FIG. 279 is an illustration of the latch down with the cover off.

FIG. 280 is an illustration of the latch down with the cover on.

FIG. 281 is an illustration of the latch cable keeping block released.

FIG. 282 is an illustration of the with the braces deployed and locked.

FIG. 283 is an illustration of the Mk5A set up with rails running around the ship from Starboard 1 (“S1”) to Port 1 (“P1”) and with a pocket mounted bow unit.

FIG. 284 is an illustration of the Mk5B set up with rails that run all the way round the ship with a rail mounted bow unit.

FIG. 285 is an illustration of the 2 bow doors at S1 and P1 needed for the Mk5A set up.

FIG. 286 is an illustration of the 3-bow door arrangement of the Mk5B set up. There are doors at S1 and P1 and another door in 2 halves at the center of the bow.

FIG. 287 is an illustration of the port bow door roller at P1 for the Mk5A.

FIG. 288 is an illustration of the roller at the port side of the center bow door needed for the Mk5B set up.

FIG. 289 is an illustration of the rope running from the central capstan to the P1 door roller of the Mark 5a allowing the capstan to pull units as far as P1.

FIG. 290 is an illustration of the rope running from the capstan around the port side center bow door roller used in the Mk5B allowing the capstan to pull TR units around to the bow position.

FIG. 291 is an illustration of the Mk5A rope pulling the P1 TR unit into place.

FIG. 292 is an illustration of the Mk5B rope pulling the bow TR unit into place.

FIG. 293 is an illustration of the Mk5A being prepared for loading with the two bow doors being opened by crew.

FIG. 294 is an illustration of the two bow doors open.

FIG. 295 is an illustration of the two crew members at the capstan below which are the three rope spools.

FIG. 296 is an illustration of the black, white and yellow ropes with looped ends on the storage spools.

FIG. 297 is an illustration of the 3 loop-ended ropes on storage spools from the front.

FIG. 298 is an illustration of the black rope drawn off the spool for use.

FIG. 299 is an illustration of the black rope being offered through the door and over the top of the bow by the crew using boat hooks.

FIG. 300 is an illustration of the handover of the black rope between the two boat hooks.

FIG. 301 is an illustration of the black rope being drawn down the ship by a crew member.

FIG. 302 is an illustration of the black rope around the P1 roller.

FIG. 303 is an illustration of the black rope being drawn down to the stern of the ship on the port side.

FIG. 304 is an illustration of the black rope running around the stern rollers.

FIG. 305 is a detailed illustration of the stern roller assembly with the side support roller and the roller support arm.

FIG. 306 is an illustration of the black rope drawn round to the Starboard 9 (“S9”) position.

FIG. 307 is an illustration of the white rope deployed and held on the horn cleat of the capstan stand.

FIG. 308 is an illustration of the white rope round the starboard door roller.

FIG. 309 is an illustration of the white and black rope lashed together at the S9 position.

FIG. 310 is an illustration of the black rope wound round the capstan and lashed to the white rope to create a continuous rope round the ship.

FIG. 311 is an illustration of the combined rope drawn back round by the capstan leaving the white rope in the right position for loading at S3.

FIG. 312 is an illustration of the 1^(st) unit offered at S3.

FIG. 313 is an illustration of the last 16.5-meter marker point on the white rope at S3.

FIG. 314 is an illustration of the unit lashed to the white rope using a simple webbing loop that cinches onto the white rope and then loops over the horn cleat on the unit's top plate.

FIG. 315 is an illustration of the long and short loops showing the play on the long loop.

FIG. 316 is an illustration of the TR unit going around the stern corner.

FIG. 317 is an illustration of the bow TR unit being offered to the pocket mounting.

FIG. 318 is an illustration of the bow TR unit down in the pocket mounting.

FIG. 319 is an illustration of the ship with the bow TR unit in place and the 1^(st) port-side TR unit loaded onto the rail at S3.

FIG. 320 is an illustration of all 9 of the port-side TR units loaded in sequence on the starboard side.

FIG. 321 is an illustration of the 9 port-side TR units drawn part of the way round the stern of the ship.

FIG. 322 is an illustration of the 9 port-side TR units drawn up to their final positions on the port side and lowered into place and the braces deployed.

FIG. 323 is an illustration of the 9 port-side TR units with their booms turned perpendicular to the deck and ready for sail.

FIG. 324 is an illustration of the 1^(st) starboard TR unit in place at S3.

FIG. 325 is an illustration of the 1^(st) loaded starboard TR unit drawn up to S2 and the next TR unit loaded to S3.

FIG. 326 is an illustration of the 2 TR units drawn around to positions S1 and S2.

FIG. 327 is an illustration of the S1 TR unit in position and up on the rail.

FIG. 328 is an illustration of the S1 TR unit down in position on the rail and with braces deployed.

FIG. 329 is an illustration of the S2 TR unit in position and up on the rail.

FIG. 330 is an illustration of the S2 TR unit down in place and with braces deployed.

FIG. 331 is an illustration of the 3^(rd) starboard TR unit loaded.

FIG. 332 is an illustration of the 3^(rd) TR unit moved to S4 and the next TR unit loaded at S3.

FIG. 333 is an illustration of all 9 starboard TR units in place with booms parallel to the deck.

FIG. 334 is an illustration of all the TR units with booms turned perpendicular to the deck and ready to set sail.

FIG. 335 is an illustration of the set up ready for clearing the starboard side in port.

FIG. 336 is an illustration of the yellow rope drawn off the spool and hooked over the horn cleat.

FIG. 337 is an illustration of the yellow rope drawn down to the start position, P9, with a marker showing positions on the rope for attaching two of the starboard units, S8 and S9.

FIG. 338 is an illustration of the first marked position on the yellow rope, the S9 position.

FIG. 339 is an illustration of the first S9 position on the yellow rope, with the ship's hand rail removed.

FIG. 340 is an illustration of the yellow rope in relation to the port-side TR units at the starting set up for the clearance of the starboard TR units while in port.

FIG. 341 is an illustration of the yellow rope wound round the capstan ready for drawing.

FIG. 342 is an illustration of the 3^(rd) marker on the yellow rope adjacent to the P9 TR unit.

FIG. 343 is a clearer illustration of the 3^(rd) marker on the yellow rope adjacent to the P9 TR unit with the ship's hand rail removed.

FIG. 344 is an illustration of the short loop cinched to the yellow rope at the mark and looped over the horn cleat ready to be drawn straight up the rail.

FIG. 345 is an illustration of the port-side TR units in position with the P9 attached to the yellow rope.

FIG. 346 is an illustration of the P9 unit drawn by the yellow rope within 6 meters of Portside 8 (“P8”) by the capstan.

FIG. 347 is an illustration of the 4^(th) marker on the yellow rope now adjacent to the P8 TR unit.

FIG. 348 is an illustration of the P8 TR unit lashed to the yellow rope mark.

FIG. 349 is an illustration of P8 and Portside 9 (“P9”) TR units drawn to within 6 meters of Portside 7 (“P7”) by the yellow rope where P7 will then be attached to the yellow rope and drawn forward with P8 and P9.

FIG. 350 is an illustration of all nine portside TR units drawn to within 6 meters of each other with P1 remaining fixed in place as the anchor and the S8 and S9 rope positions on the yellow rope vacant.

FIG. 351 is an illustration of the yellow rope's final 6-meter marker lined up with the horn cleat on P1.

FIG. 352 is an illustration of the end loop of the yellow rope just beyond the 1^(st) S8 marker adjacent to the horn cleat on the ship's handrail.

FIG. 353 is an illustration of the end loop on the yellow rope turned and offered to the horn cleat on the ship's hand rail.

FIG. 354 is an illustration of the end loop on the yellow rope looped over the horn cleat on the handrail and anchoring the assembly at that end.

FIG. 355 is an illustration of the yellow rope being tensioned by the capstan to confirm the correct position of the marker with respect to P1.

FIG. 356 is an illustration of the yellow rope released from the capstan and lashed to the P1 horn cleat.

FIG. 357 is an illustration of the slack of the yellow rope gathered on the deck.

FIG. 358 is an illustration of the black/white rope combination formed by the lashing of the two ropes together as for the loading and run through the rope guide on top of the horn cleat to avoid tangling and or drag on the yellow rope.

FIG. 359 is an illustration of the port-side TR units gathered together and the starboard TR units lashed to the 16.5 meter marks on the white rope ready to be drawn round the ship.

FIG. 360 is an illustration of the starboard units drawn round to within 10 meters of the gathered portside TR units.

FIG. 361 is an illustration of the mid view of the starboard TR units drawn round to within 10 meters of the gathered portside TR units.

FIG. 362 is an illustration of the S9 TR unit having its booms rotated 90° and perpendicular to the deck.

FIG. 363 is an illustration of the S9 unit drawn up to the 6-meter mark closest to the portside TR units.

FIG. 364 is an illustration of the black/white rope combination, which is drawing the starboard TR units up to the port TR units.

FIG. 365 is an illustration of the S9 unit lashed to the white rope with the long loop sitting adjacent to the 6-meter marker nearest the P9 unit on the yellow rope.

FIG. 366 is an illustration of the short loop being cinched to the 6-meter mark on the yellow rope and added to the S9 TR unit while the long loop is removed from the white rope, transferring the contact to the fixed yellow rope.

FIG. 367 is an illustration of the S9 TR unit lashed to the yellow rope in the correct, fixed 6-meter position.

FIG. 368 is an illustration of the S8 TR unit's booms turned through 90°.

FIG. 369 is an illustration of the S8 TR unit drawn adjacent to the final 6 m marker on the yellow rope.

FIG. 370 is an illustration of the final exchange of the loops from long to short to attach the S8 TR unit to the yellow rope.

FIG. 371 is an illustration of the S8 TR unit lashed to the yellow rope and the yellow rope loop on the handrail horn cleat from the front.

FIG. 372 is an illustration of the S8 TR unit lashed to the yellow rope and the yellow rope loop on the handrail horn cleat from the back.

FIG. 373 is an illustration of the side view of the ship showing the gather and clearance process of the starboard TR units to the portside complete.

FIG. 374 is an illustration of the mid view of the ship from the stern of the completed gather showing the clear starboard side and stern allowing unimpeded access to all ropes.

FIG. 375 is an illustration of the exposed control panel and top plate of the TR unit viewed from the ship.

FIG. 376 is an illustration of the exposed control panel and top plate of the TR unit viewed from the front.

FIG. 377 is an illustration of the chain peg added to the bottom face of the leading edge of the top plate.

FIG. 378 is an illustration of the ‘I’ beam and block that hold the chain peg to the top plate, strengthening it and preventing distortion over time.

FIG. 379 is an illustration of the mid view of the weathershield holder from the front.

FIG. 380 is an illustration of a close view of the weathershield holder from the ship.

FIG. 381 is an illustration of the weathershield from the ocean side of the ship.

FIG. 382 is an illustration of the weathershield offered over the handrail by the crew using the handles.

FIG. 383 is an illustration of a close view of the lead edge of the weathershield offered up to the weathershield holder slot.

FIG. 384 is an illustration of a close view of the weathershield in place in the slot.

FIG. 385 is an illustration of the weathershield in place from above.

FIG. 386 is an illustration of the weathershield showing the locking slot.

FIG. 387 is an illustration of the shield holding bar offered to the locking slot.

FIG. 388 is an illustration of the shield holding bar in place in the slot.

FIG. 389 is an illustration of the shield holding bar in place in the slot from behind showing the locking peg and R clip offered.

FIG. 390 is an illustration of the locking peg in place with the R clip offered.

FIG. 391 is an illustration of the R clip in place.

FIG. 392 is an illustration of the mid view of the top shield holder in place.

FIG. 393 is an illustration of the top shield holder from the back showing it slotting over the handle.

FIG. 394 is an illustration of the chain assembly on the chain peg.

FIG. 395 is an illustration of the chain assembly ends slotted into the chain link traps on top of the weathershield.

FIG. 396 is an illustration of the chain link traps locked with plates and the R clip.

FIG. 397 is an illustration of the tensioner cable in the rear chain link trap on the weathershield holder.

FIG. 398 is an illustration of the tensioner cable in the chain link trap on the rear edge of the top plate.

FIG. 399 is an illustration of the top plate chain link trap locked with plates and R clip.

FIG. 400 is an illustration of the cable tensioner being tightened to fix the weathershield in place properly.

FIG. 401 is an illustration of the fully installed weathershield from the front of the ship.

FIG. 402 is an illustration of the weathershield from the ocean side of the ship.

FIG. 403 is an illustration of the weathershield from the rear showing the clearance it allows around the turning parts of the TR unit.

FIG. 404 illustrates the end of the top boom spur.

FIG. 405 illustrates the end of the top boom spur with the additional chain link trap into which is fitted the front stabilising cable.

FIG. 406 illustrates the mast strengthener fixing point on the control panel.

FIG. 407 illustrates the second chain link trap at the fixing point holding the front stabilising cable.

FIG. 408 illustrates the side stabilising cable running into the inertia drum that sits on the top of the control panel. This is shown with the cable at the high angle for when the sail is fully reefed up.

FIG. 409 illustrates the side stabilising cable at the low angle it will take when the sail is fully reefed down. This low angle demands a notch in the wall of the control panel to accommodate the cable which is shown.

FIG. 410 illustrates the side stabilising cable in place in the boom end cap with the sail reefed fully down.

FIG. 411 is an overview illustration of the stabilising cable and the other cables in place with the booms reefed fully down.

FIG. 412 illustrates the stern or rear view of the side stabilising cables with the sail reefed fully up.

FIG. 413 illustrates the bow or front view of the front stabilising cable with the sail reefed fully up.

FIG. 414 illustrates the lug locking lever and handles in the locked position in mid view from behind the mounted base unit.

FIG. 415 illustrates the lug locking lever and handles in the unlocked position from behind the mounted base unit.

FIG. 416 illustrates the locked lever from a closer side view.

FIG. 417 illustrates the lower part of the locking lever from a closer view to show the locking bolt housing, the lever keeper and the lever fixing. These are all part of the lug bar.

FIG. 418 illustrates the locking bolt without the housing to show the bolt plunger, spring and unlocking bar as they relate to the bolt and to the lever.

FIG. 419 illustrates the locking bolt and the rest of the assembly in the locked position.

FIG. 420 illustrates the lug housing with the bolt unlocked from face on within the ship.

FIG. 421 illustrates the lug housing with the bolt locked from face on within the ship.

FIG. 422 illustrates the lug housing with the bolt unlocked from the side to show the bolt clear of the lug.

FIG. 423 illustrates the lug housing with the bolt locked from the side to show it in place across the neck of the lug and through the lug bar.

FIG. 424 illustrates the lever and the lever handle in the keeper and highlights the lever hinge with the incorporated hinge support element.

FIG. 425 illustrates the lever and the lever handle in the unlocked position with the hinge support element holding the lever handle up so that it can be reached from the deck but low enough for the base unit to be able to move across it.

DETAILED DESCRIPTION OF THE INVENTION A. Overview

Turning now descriptively to the figures, in which the figures demonstrate throughout several views the sequence of how the TR sail system is deployed in its most standard formations. More particularly, the figures illustrate: (A) the main physical description of the basic TR unit with a rail base; (B) the Mk5A TR unit with rail and pocket-mounting capabilities; (C) A comparison of the Mark 5A and Mark 5B TR Units; (D) The dockside clearance sequence capabilities of the TR units; (E) The weathershield of the TR units; (F) The Mast Stabilizers; (G) The Lug Locking system; (H) the proprietary control software for the TR sail system; and (I) the development and maintenance of the TR sail system.

The use of sails on ships is an ancient technology. Historically at the advent of steam, there were many hybrid sail/engine designs for ship building. There have only been a few attempts to reintroduce sails to conventionally powered commercial ships in recent times, although the last commercial voyage of a fully sail-driven ship was in 1957.

The main obstacles to the practicality of these ‘sails on conventional ship’ devices are the complexity of the design, the expense and the intrusiveness of the installation of sails, the lack of fail-safe safety features to guard against excessive winds, the obstruction that the device would present to the loading and unloading of cargo, and the excessive labor requirements for operating the devices. Most significantly, none of these devices appear to be designed with a view to retro-fitting existing ships with sails.

A) Main Physical Description of the Basic TR Unit with a Rail Base

1. The TR unit is a sail and mast set in a base unit on which are set all the required controls and motors for operation (Page 22, FIGS. 63-64). The units are mounted in arrays on rails around the circumference of the ship with a pocket mounted bow unit. Two rails are mounted all around the ship, a top rail and bottom rail (Page 23, FIG. 65). The top rail sits flush with the edge of the deck and the bottom rail is fixed directly to the side of the hull (Pages 23-25, FIGS. 66-74). The bottom rail accommodates the wheels mounted on the inside face of the base unit housing (Page 25, FIG. 74).

2. The top rail comprises three different rails (Page 24, FIG. 69). The internal top rail is a profile rail that allows a single lifting action to lift the TR units free of the fixing pegs and lugs and out from the ship. At the same time this profile rail acts as a channel for the single roller ball on the TR unit allowing the TR unit to be rolled round the ship (Page 24, FIGS. 69-70). The base plate of the top rail has apertures to allow water to run off (Page 24, FIG. 71). The top and side faces of the top rail are simple flat surfaces excepting the occasional slots which receive the locating/fixing and locking pegs on each TR unit round the ship (Pages 24 & 25, FIGS. 71-73). In addition, there are braces at the top and bottom of the TR unit (Page 23, FIG. 67), which also have fixed and locking pegs that engage the slots in the top and bottom mounting rails to stabilize the TR unit laterally (Pages 24-25, FIGS. 68-74).

3. The inside faces of the base housing of the TR unit have lugs which engage recesses on vertical rails mounted on horizontal rails which run across several of the ship's ribs, locking the base TR unit into the hull (Pages 26-27, FIGS. 75-80).

4. The sails on the TR units are roller blinds with the sail trapped within the booms by rods. (Page 27, FIGS. 81-82). Each mast is capped by a mast head with various fixing points and pulleys. This holds the support cables which hold the rest of the structure, the two booms and the sail. The mast head also allows the control cables to run down to deck level (Page 28, FIGS. 83-84). The mast head holds the mast strengthener arm and the forward spur arm as a single shaped beam (Page 28, FIG. 85).

5. The top boom is held in a boom holder, which is attached to the mast by a removable collar (Page 29, FIG. 86). Rubber or neoprene rollers are mounted on the inside faces of the collar to allow the collar to move up and down the mast. The collar is also counter weighted/balanced against the ⅖^(th) to ⅗^(th) offset booms to facilitate ease of movement (Page 29, FIGS. 87-88). The ends of the top boom are supported by cables running from the top boom holder (Page 29, FIG. 89) to each end cap (Page 30, FIG. 90). These cables are also fixed offset by ⅖^(th) to ⅗^(th) to balance the offset boom (Page 29, FIG. 89).

6. The cable fixing points and many other fixings on the TR unit are made by chain link traps. The chain link traps have a primary (red) locking plate as well as a secondary (blue) plate and a final ‘R’ clip. All these elements are attached to their points of use to avoid loss during rigging (Pages 30-32, FIGS. 91-97). This design allows all rigging/de rigging of the TR units to be done purely manually and without tools by as few as two persons.

7. The bottom boom collar is held in the center by two cables running vertically down from the mast head (Page 32, FIGS. 98-99). The bottom boom is also held by two pairs of cables running from the mast head (Page 32, FIGS. 100-102) to each side of the bottom boom. The cable behind the sail runs directly to the bottom boom assembly while the cable in front of the sail is held out away from the sail by the forward spur arm and the bottom boom spurs, but also runs back and is fixed to the bottom boom assembly (Page 33, FIGS. 101-102). These two cables form a supporting cradle. The bottom boom is not attached to the bottom boom collar, but is constrained by elements attached to the collar (Page 33, FIGS. 103-104). These prevent the sail from coming out of the mast and ensure that the force of the sail on the boom is delivered into the mast. The bottom boom is also attached by cable at the rear to the control panel to prevent it and the sail from riding up (Page 34, FIG. 105).

8. Two bottom boom lateral cables run from the bottom boom end assemblies to the collar to prevent the bottom boom moving laterally (Page 34, FIGS. 106-107). The bottom boom end assembly holds an insert (Page 34, FIG. 108) that engages the inside of the boom (Page 35, FIG. 109) and is held by bearings in the boom end assembly (Page 35, FIG. 110) which allow it to rotate and reef the sail.

9. The top boom holder is held at the top by a suspending cable that runs around a system of pulleys on the mast head (Page 35, FIG. 111), and down to and around a drum with a circumference that is 1/10^(th) of the total sail drop (Page 35, FIG. 112). This drum is attached to the control panel at deck level and can be turned by motor or by hand crank. It can also be released by a manual tab lever or by a solenoid housed in the latch (Page 36, FIGS. 113-114). The suspending cable goes back up to attach to the bottom of the top boom holder (Page 36, FIG. 115).

10. Reefing cables run from each side of the top collar, up through pulley wheels attached to the masthead (Pages 36-37, FIGS. 116-117) along to pulley wheels at the top boom end caps (Page 37, FIGS. 118-119) and down to bobbins on the bottom boom inserts (Page 37, FIG. 120). As the top boom collar falls these reefing cables turn the inserts inside the bottom boom and reef the sail. This leaves the cable fully extended and the bobbin clear when the boom is fully down (Page 38, FIGS. 121-122). The reefing cables rewind on to the bobbins as the top boom rises and the bottom booms turns (Page 37, FIG. 120).

11. Each TR unit has an aluminum mast set in resin mounted in a steel cup at its base and a steel ring at the top of the base TR unit (Page 38, FIG. 123). The steel cup and ring are both housed in bearings with pressure sensing strips around the edge of the bearings (Pages 38-41, FIGS. 124-133). The bottom cup and bearing sit on radial rollers on a plate (Pages 41-42, FIGS. 134-138). The bottom roller plate is welded to a cylinder which ends flush with the top bearing (Pages 42-43, FIGS. 139-143). The top bearing has lugs for fixing straps on the mast bearing cylinder to hold the TR unit together while allowing the pressure sensing strip to record pressure changes properly. The pressure sensing strip makes the gap and reads the pressure between the cylinder and the bearing. The mast, bearings, plate and cylinder are a semi-sealed TR unit (Pages 42-43, FIGS. 139-143).

12. The mast and bearing TR unit fits inside a middle sheath cylinder, which is insulated with high density polystyrene shaped pieces (Page 44, FIG. 144). The middle sheath sits on top of a base insulation support and this assembly sits inside the outer base cylinder. The base of the middle sheath assembly has a hole to allow the escape of air (Page 44, FIGS. 145-147). The base insulation is in 8 pieces. The 4 side insulation pieces have channels linked to those in the 4 base pieces to allow escape of air. The bottom insulation pieces are in place before the middle sheath assembly is put into the outer base cylinder (Page 45, FIGS. 148-151).

13. The full base assembly sequence is shown. The outer base cylinder is shown exploded and then in place below the middle sheath assembly (Page 46-47, FIGS. 152-155). The outer cylinder is welded to the base and the middle sheath is lowered into position inside it. The first side insulation is offered and pushed down beside the middle sheath assembly (Pages 47-48, FIGS. 156-159). The top of the side insulation is recessed to allow the spline to rotate freely. The top plate joining collar is welded around the top of the cylinder (Pages 48-49, FIGS. 162-163). The exhaust cowl has apertures adjacent to the vent spaces in the insulation (Page 49, FIG. 164). The cowl ends vent through holes in the top plate. The top plate is bolted to the joining collar (Pages 49-50, FIGS. 165-169).

14. The completed base assembly is offered to the housing and lowered into it. The cylinder is either welded to the housing or fixed with intermediate collars (Pages 50-51, FIGS. 170-171). The spline is put in place on the top plate sitting on top of the radial plate rollers (Page 51, FIGS. 172-174). The holding ring plate is put in place around the skirt of the spline, holding it down on the base TR unit. The holding ring plate can and must usually be set in place while the control panel, mast etc. are in place and for this reason is in two halves (Page 52, FIG. 175).

15. The top plate with the worm screw is in place. The details of the radial rollers on the bottom of the ring plate are shown along with the sealing rubber ring. The holding ring plate has to be offered beneath the mast turning cog (Page 52, FIGS. 176-178). The clearance below the worm screw is limited (Page 53, FIG. 179). The holding ring plates are down on the top plate and over top of the top plate fixing lugs. The holding ring plates are rotated to engage the lugs (Pages 53-54, FIGS. 180-182). The holding plate filler is offered, lowered into place, locked with a bolt, pinned and secured with an R clip (Pages 54-56, FIGS. 183-194).

16. The top end of the holding plates are below the worm screw (Page 57, FIG. 195). The lugs have to work differently and curved bolts are used to secure the plates in place. The bolt is offered over top of and then locked onto the lug (Page 57, FIGS. 196-198). The bolt lock is rotated down into the keepers and is secured with a R clip (Page 58, FIGS. 199-201). The same is done on both sides (Page 59, FIGS. 203-204). The top end of the holding plates is locked by fitting beneath a raised loop on the top plate. As the holding plates are rotated, their ends fit through and round the legs of the loop (Page 59, FIGS. 205-206). The ends of the curved bolts then slide over each other to fill the loop and hold the holding plate down in place (Page 60, FIGS. 207-208). The holding plate rollers sit on top of the spline skirt and the rubber seal helps prevent water getting into the mast and bearing TR unit (Page 60, FIGS. 209-210). The holding plate also seals the venting cowl (Page 61, FIGS. 211-214).

17. With the holding ring in place the mast and bearing TR unit is lowered through the spline. The mast turning assembly is put in place around the mast and onto the two rising columns of the spline (Page 62, FIGS. 215-218). This procedure will also usually be completed with the control panel, etc. in place.

18. The control panel is shown sitting above the spline. The mast turning elements are shown in exploded view (Page 63, FIG. 219). These turning blocks transfer the turning forces from the spline to the mast. The spline has two protruding pegs (Page 63 FIG. 220) and receiving slots (Page 63 FIGS. 221-222) for turning the wood ply turning block. There are two halved turning blocks (Page 64 FIG. 223) made of marine ply sheets milled to shape (Page 64 FIGS. 224-225). The top half is milled to fit onto the pegs while the bottom is milled with projecting pegs to fit into the base of the spline. The inner face of the blocks is lined with 3 mm rubber sheets, which sit directly against the mast (Page 64 FIGS. 223-226). The blocks are shown set against the mast (Page 64 FIG. 226) above the control panel (Pages 64-65 FIGS. 226-227) and then down in place on the spline (Page 65 FIG. 228). There are two locking bars, one for each half block (Pages 65-66 FIGS. 229-232) and the assembly of the locking bar and the R clip are shown. As seen from the side and the top (Page 65 FIGS. 233-234), the clearance for accessing the blocks is comfortable.

B) The Mark 5 Unit with Rail and Pocket-Mounting Capabilities

1. There are two forms of mounting the TR unit: the rail-mounted version (Page 67, FIG. 235) and the pocket-mounted version (Page 67, FIG. 236). The two types of TR units are shown superimposed for comparison (Page 67, FIG. 237).

2. The rail mounted TR units are loaded at any points on the ship where the TR units will be positioned in the array. In this description, Starboard point 3 (S3) is used as the example (Page 67, FIG. 238). Two spacers aft (blue) and fore (yellow) are placed on the top rail and locked into place. These spacers have flexible flag markers to assist the crane operator (Page 68, FIGS. 239-242).

3. The TR unit is brought to the spacers and the top plate of the TR unit engages the guides on the spacers and the TR unit is lowered to bring the mounting ball onto the profile rail (Pages 69-70, FIGS. 243-247). The crane then lowers the back of the TR unit, pivoting it until the top plate is flush with the spacer recess—setting the TR unit at 1.3° to the vertical (Page 70, FIGS. 248-250).

4. The loading operator aboard the ship then opens the fore and aft scissor jacks halfway (Page 71, FIG. 251) to lower the TR unit wheels at the base to engage the rolling rail (Pages 71-72, FIGS. 252-255). With the mounting ball on the profile rail (Page 71, FIG. 255) and the wheels on the rolling rail the TR unit is now supporting itself and the crane is released (Page 72, FIG. 255).

5. The scissor jacks can be opened to full (Page 72, FIG. 256) with the wheels lifting the TR unit and bringing the mounting ball up into the top curve of the profile rail. The aft spacer is removed (Page 72, FIG. 257). With the TR unit in the high position and the mounting ball in the top curve, the TR unit can be rolled along the ship out of the way and to the required position (Page 72-73, FIGS. 258-262). The aft spacer is put back and the next TR unit can be offered to the spacers (Page 74, FIGS. 263-264).

6. The TR units are offered with their braces in the stored position (Page 74, FIGS. 265-266). The braces are then released and pulled round to engage the rails (Pages 75, FIGS. 267-268). The top brace is locked using a locking peg with a horn cleat handle (Pages 75-76, FIGS. 269-271). The bottom brace will most usually be ‘locked’ by simple slamming of the latch onto the bottom rail, but the latch is released using the keeper on the latch releasing cable (Pages 76-77, FIGS. 272-277) to give the final assembly (Pages 77, FIG. 278).

C) Comparison of the Mk5a and Mk5b TR Units

1. The Mk5a and Mk5b TR units are shown side by side for comparison (Page 78, FIGS. 279-280). The bow unit on Mk5a is mounted in a fixed pocket cradle (FIG. 279). The bow unit on Mk5b is mounted on the continuous rail in the same way as the other TR units (FIG. 280).

2. The Mk5a has doors in the bow wall adjacent to the TR units at positions Port 1 (P1) and Starboard 1 (S1) (Page 78, FIG. 281). The Mk5b has an additional bow wall door adjacent to the bow TR unit (Page 78, FIG. 282). This bow door is two doors which open from the center leaving a central wall section (Page 79, FIG. 284).

3. The Mk5a has rollers that are mounted on both sides on the outside of the hull forward of center of the side doors (Page 79, FIGS. 283-285). The rollers take the ropes out around the hull.

4. The Mk5b has roller positions beside the central wall. The roller is mounted on one side or the other to service one or other side of the ship (Page 79, FIGS. 284-286). The rope runs around this roller and is held off the hull by smaller rollers (Page 79, FIG. 286).

5. The Mk5a draws the lead unit round to the P1 and S1 positions (Page 80, FIG. 287), while the Mk5b can draw the lead TR unit around to the front bow position (Page 80, FIG. 288).

D) The Loading Sequence of the TR Units

1. The two bow doors are opened and the crew go to the capstan and rope spools on the bow platform (Page 81, FIGS. 289-291). The ropes are black, white and yellow and they each have loops at both ends (Pages 81-82, FIGS. 292-293).

2. The black rope is drawn off the spool and offered up over the bow wall using boat hooks (Page 82, FIGS. 294-296).

3. The black rope is drawn round the roller and down the side of the ship in the space between the handrail and the top rail for the units (Page 83, FIGS. 297-299). At the stern, the rope is laid round the stern rollers (Page 83-84, FIGS. 300-301) and up the Starboard side to the S9 position (Page 84, FIG. 302).

4. The white rope is drawn round the starboard door roller and down the ship to the S9 position (Page 84, FIG. 303-304). Both ropes are held slack on horn cleats on the capstan assembly.

5. At the S9 position, the two ropes are lashed together using a Velcro strap (Page 85, FIG. 305). The slack of the black rope is taken up and wound round the capstan and the white rope is lashed to it using another Velcro strap (Page 85, FIG. 306) to give a continuous rope.

6. The continuous rope is drawn back on the capstan until the first 16.5-meter marker on the white rope is adjacent to the loading point, in this case the S3 position (Page 85, FIG. 307).

7. The 1st port-side TRR unit is loaded at S3 and lashed to the white rope at the double ring marker (Pages 85-86, FIGS. 308-310) using a simple webbing loop that is cinched over the rope one end with the other looped over the horn cleat on the TR unit (Page 86, FIG. 310).

8. The lashing is demonstrated with a short rope, but in actuality the lash will be the longer one shown (Page 86, FIG. 311). This gives the lashing the required play to cope with getting the TR unit around the corner at the stern (Page 86, FIG. 312).

9. The bow TR unit is offered to the bow cradle (Page 87, FIGS. 313-314).

10. The starboard TR unit is drawn 16.5 meters down the ship and the next TR unit is loaded in the same way and so on until all 9 of the port-side TR units are attached to the white rope (Page 88, FIG. 316).

11. The port-side TR units are drawn round the ship until the lead TR unit reaches the P1 position (Pages 88-89, FIGS. 317-318). The TR units are then lowered onto the top rail using the scissor jacks, the braces are deployed and locked. The TR units are unlashed from the white rope and the booms are turned through 90° (Page 89, FIG. 319).

12. The continuous rope is drawn round until the last 16.5-meter marker, the double ring marker, is adjacent to the loading position S3 (Page 90, FIG. 320).

13. The 1st starboard TR unit is loaded at S3 and lashed to the white rope. Since there is no corner to negotiate, the shorter lash can be used (Page 90, FIG. 320).

14. The TR unit is drawn 16.5 meters towards the bow until the next 16.5-meter ring marker is adjacent to the S3 position. The next TR unit is loaded and lashed to the white rope (Page 90, FIG. 321).

15. Both TR units are now drawn 16.5 meters towards the bow until the lead TR unit is at the 51 position (Page 91, FIG. 322). Both TR units are now lowered onto the rails, the braces are deployed and locked, and the TR units are unlashed from the white rope. The booms are turned through 90° (Pages 91-92, FIGS. 323-326).

16. The continuous rope is drawn round until the first 16.5-meter marker is adjacent to S3. The nest TR unit is loaded and then drawn 16.5 meters towards the stern and the remaining TR units are loaded in similar fashion until all 9 starboard TR units are in place. These TR units are then lowered, locked, released and the booms turned. The TR units are then in position for the ship to set sail (Page 93, FIGS. 327-330).

E) The Dockside Clearing Sequence of the TR Units

1. To clear the starboard side, the starboard TR unit booms are turned in-line with the side of the ship (Page 94, FIG. 331). The yellow rope, which is ring-marked in 6 meter lengths, is taken off the spool and over the portside roller with the slack end looped over the capstan assembly horn cleat (Page 95, FIG. 332). The yellow rope is then drawn down the portside of the ship to its starting position (Page 95, FIG. 332). This is with the 3rd from the last ring marker adjacent to the P9 TR unit (Page 96, FIGS. 336, 338 and 339), the final double ring marker available for the S8 unit (Page 95, FIGS. 338-339) and the second to last available for the S9 when the starboard units are drawn round to the position later (Page 95, FIG. 333).

2. The slack of the yellow rope is taken up and the rope is wound round the capstan (Page 96, FIG. 337). The P9 TR unit is lashed to the yellow rope with a short loop lash (Pages 96-97, FIGS. 338-340).

3. TR Unit P9 is drawn along the rail until the next 6-meter marker is adjacent to the P8 TR unit. TR Unit P8 is then lashed to the yellow rope and P8 and P9 are both drawn along the rail until the next 6-meter marker is adjacent to P7 (Pages 97-98, FIGS. 342-345). This process continues until all portside TR units are gathered at 6 meter intervals. TR Unit P1 remains in place and braced with the final 6-meter marker aligned with the horn cleat (Page 98-99, FIGS. 346-347).

4. The end loop of the yellow rope is now looped over the permanent handrail horn cleat (Page 99, FIGS. 348-350) and the other end of the yellow rope is released from the capstan and tied off the P1 horn cleat with the slack spooled on the deck (Page 100, FIGS. 351-353).

5. The black/white continuous rope is now deployed all around the ship running through the rope guide on the P1 horn cleat (Page 100, FIG. 354).

6. The white rope is aligned with the markers adjacent to each starboard TR unit. The TR units are lashed using the long loop lashes and the TR units are drawn round the ship until the lead TR unit at S9 is approximately 10 meters from the last portside TR unit at P9 (Page 101-102, FIGS. 355-357).

7. The booms on the S9 TR unit are turned through 90 degrees and the units are all drawn along until S9 is adjacent to the marker on the yellow rope 6 meters from P9 (Pages 102-103, FIGS. 358-359).

8. TR Unit S9 is lashed to the white rope with the long lash and is positioned adjacent to the mark on the yellow rope. The short lash is used to lash the unit to the yellow rope. The long lash is then removed from the white rope leaving the TR Unit S9 lashed to the yellow rope instead (Pages 103-104, FIGS. 360-363).

9. TR Unit S8 is now turned through 90° and all the TR units are drawn round until TR Unit S8 is adjacent to the last double ring marker on the yellow rope (Pages 104, FIGS. 364-365).

10. The last lash exchange takes place leaving S8 and S9 lashed to the yellow rope, which is fixed to the handrail horn cleat (Pages 105, FIGS. 366-367).

11. The starboard dockside and the stern are both clear of TR units for tying up the ship and normal dockside operations (Pages 105-106, FIGS. 369-370).

12. To get the TR units back in place and ready to sail is a simple reverse of the above-noted process.

F) The Weathershield of the TR Units

1. The exposed TR unit is shown (Page 107, FIGS. 371-372). The weather shield is mounted on top of the leading edge of the top plate of the base unit. The weather shield is secured by chains in front and adjustable cables from behind. The peg for the securing chain is mounted at the center of the leading edge of the TR unit's top plate (Page 107, FIGS. 373-374). The peg sits on a block and this block is part of a reinforced beam preventing bending of the top plate over time.

2. There is a curved weathershield holder mounted at the leading edge of the top plate. This has a slot into which the stainless steel weathershield fits (Page 108, FIGS. 375-378).

3. The weathershield, held by the ship's crew using the handles on the side and top (Page 108, FIG. 378) is offered into the slot over the ship's handrail (Pages 108-109, FIGS. 378-379) and then lowered home (Page 109, FIG. 381). The shield is shown from above (Page 109, FIG. 381).

4. There is a shield locking slot in the bottom center of the holder and the shield (Page 109, FIG. 382). The shield holding bar is offered, placed and then locked with a locking peg and R Clip (Pages 110-111, FIGS. 383-387).

5. With the shield locked in place, the top shield holder is put on (Page 111, FIGS. 388-389). The chain assembly is then offered up to the peg (Page 111, FIG. 390). The two chains are then secured into the chain link traps on the top shield holder (Page 112, FIG. 391) and then locked using the familiar locking plates and R Clips (Page 112, FIG. 392).

6. The tensioning cables are then offered to and locked into the chain link traps to the rear of the top shield holder (Page 112, FIG. 393) and the chain link traps mounted at the back and far sides of the top plate (Page 112, FIG. 394). They are locked in the same way (Page 113, FIG. 395).

7. The tensioning cables are tightened by turning the tensioning bars and the shield is firmly held in place. The overview is seen (Page 113, FIG. 396). The overview is seen at Pages 113-114, FIGS. 397-399. The shield and the tensioning cables are set outside the line of the mast turning cog and so do not interfere with the TR unit's operation.

G) Mast Stabilizers

1. To provide additional stability and to reduce metal fatigue on the mast, three stabilizing cables have been added to the design. These are a front stabilizing cable and two side stabilizing cables.

2. The existing TR mast and top booms are shown (Page 115, FIGS. 400-401). A chain-link trap has been added to the top boom caps (Page 115, FIG. 402). The side stabilizing cable fixes to the top boom cap (Page 115, FIG. 403) and runs down to the control panel (Page 117, FIG. 408). It runs into an inertia drum on the control panel and plays in and out as the sails reef up and down (Pages 117-118, FIGS. 408-412).

3. The front mast stabilizing cable fixes to a chain link trap on the front of the top boom spur (Pages 116-117, FIGS. 405 and 407). This front stabilizing cable remains in position whether the sail is reefed up or down (Page 118, FIGS. 411-413).

4. A further development of this invention will be to use cables that have inline springs within them to soften the stopping action to reduce wear.

H) The Lug Locking System

1. While the base TR unit is hooked onto lugs and held down by the top plate locks, there are also locks on the lugs to add additional protection against the base lifting against the ship.

2. The lug locking bolts and the locking levers are mounted on the side of the lug bar (Page 119, FIGS. 414-417). When locked, the lever handle stands up beside the base unit clearly indicating that it cannot be lifted or moved (Page 119, FIG. 414).

3. When unlocked, the lever handle swings down indicating that it is unlocked and allowing the base unit to be moved past it (Page 119, FIG. 415).

4. The locking bolt sits inside a housing on the lug bar. The locking lever is fixed to the lug bar and is also held when open by a keeper on the lug bar (Page 119, FIG. 417).

5. The locking bolt is driven in by the lever's action on a plunger and spring, and is drawn out by the unlocking bar that passes through the lever stem (Page 120, FIG. 418). When fully locked, the plunger compresses the spring and the bolt sits across the neck of the lug and across the width of the lug bar (Pages 120-121, FIGS. 419-423).

6. There is a lever keeper mounted on the face rail and the lever handle is drawn past the end of the keeper and sits back into it to keep (Page 121, FIG. 424). The hinge between the lever and the handle is set into a hinge support element that prevents the hinge from falling out of reach from the deck when it is released to allow the passage of the base unit past it (Page 121, FIG. 425).

I) The Control Software for the TR Sail System

1. The central bridge software controls most of the motors and the solenoid on the TR units. The centrally controllable motors are for:

-   -   (a) reefing control;     -   (b) mast/sail angle control; and     -   (c) the solenoid that works in conjunction with the reefing         control to release the latch.

2. The Mark 1 main assembly rotation and the Mark 2 scissor jacks are best controlled locally by an operator either with a control unit or manually.

3. The software reads the wind speed and direction from a simple weather vane/sock/anemometer at the top of each TR unit and calculates the best setting angle given the ship's course.

4. The control unit will set the mast/sail angle remotely to this best setting.

5. The control unit will also read the pressure strips set between the bearings and the bearing housings on the mast where it is set into the main housing. This will contribute to the record of the voyage and build the database to improve TR efficiency on an ongoing basis.

6. The reefing control reefs the sail up or down by units of 10% of the total sail length.

7. The reefing control first activates the solenoid to withdraw the latch and then gets the motor to rotate the top boom cable drum up or down by the required 10% incremental amount, releasing the latch on completion to fix the position—and thereby reactivating the emergency reefing system.

8. In the event of an automatic reefing of the sail, the control system will monitor the wind and if no further gusts of wind of the same strength are recorded for a reasonable amount of time, then the sail will automatically be reefed back up by one 10% turn. If no further gusts are recorded, there will be a further 10% increased reef, and so forth.

9. There are several companies that offer continually updating local wind and tide information and the proprietary TR control software will work in conjunction with one of these systems. This will allow the ship's captain to plot courses, which maximize the benefits of the wind and the sails.

10. The control software can record all the settings and performance of each ship on each voyage. This data aggregation will be added to a growing database that will be available to all users of the TR sail system in order to improve the performance of each ship on an ongoing basis. This additional functionality may offer a measure of loyalty reward, which may keep customers tied into the use of the TR sail system and its control software.

12. Several companies offer comprehensive ship maximization packages that monitor and integrate the ship's power output with the wind and tide data, however none do so in concert with the functionality of an alternative propulsion system such as is offered with the TR sail system and its control software.

J) The Development and Maintenance of the TR Sail System

1. The TR's function is simply to assist the ship's engines and economize fuel. This means that the margin of the TR's operation is well within the critical limits of mast failure or ship capsize. This offers the opportunity to dramatically lower the lead time from the beginning of development through testing to sales.

2. With such simple technology, the maintenance of most parts is easily done while a ship is in transport. The TR sail system will enhance the engines, which means that the TR units will not be critical to the ship's progress and in the event of a TR failure, repairs can be scheduled for calm weather or port.

3. The TR sail design considers the theoretical sail area to displacement calculations. A model of the TR sail system that underwent wind tunnel testing delivered fuel saving assistance to the ship's existing engines of up to 25%. This may translate into typical route fuel efficiencies of approximately 10% overall.

4. In the event of engine failure, the TR will ensure that ships will be able to continue their journeys on wind energy. Ships equipped with TR sail systems will therefore require ocean tugs much less than standard fueled ships.

5. The TR arrays of sails can also be deployed to assist ship captains in maneuvering and stopping the ship. This flexibility of deployment and use is very significant.

6. The TR sail system is designed using aluminum mast and booms. To avoid aluminum/steel chemical metal reactions, we are using resin barriers. It is possible that in order to avoid complications of these reactions, an all steel design could be used. In this event, the mast and booms would be triangular open frames as used in cranes and broadcast pylons. A development of the invention may include using a more sustainable material such as timber-laminated Sitka spruce wood, which could be produced to sufficient lengths to be used for the TR sail system.

INDEX OF ELEMENTS

1: The main physical description of the basic TR unit with a rail base; 2: The Mark 5 Unit with rail and pocket mounting capabilities; 3: A comparison of the Mark 5A and Mark 5B TR Units; 4. The dockside clearance sequence capabilities of the TR units; 5. The weathershield of the TR units;

6. Mast Stabilizers;

7. The Lug Locking system; 8. The proprietary control software for the TR sail system; and 9. The development and maintenance of the TR sail system. 

I. CLAIM: A sail system for the propulsion of a an ocean-going, commercial ship, complimentary to function with the ship's existing engine, comprising of: Square-rigged sails each set in self-contained units; Each unit is attached to the side of existing ocean-going, commercial freight ships; Said units are mounted on the rails in one of two different ways: at fixed set points or at specified points on the rails that are retro-fitted around the sides of the ship; Said units can be either pocket-mounted or rail-mounted; The units are arranged in arrays of units on each side of the hull of the ship and typically one unit on the bow, which total of units per ship varies depending on the type and size of the ship; Said units can be moved for clearance during a ship's entry and exit into port; Said units can be controlled manually or by proprietary control software, which can control the sail angle, the angle of the mast through 360 degrees, the drop of the sail and the reefing; Said units can also be similarly controlled manually by using the same pulleys and cables used electronically by the computer controlled system; Said units are moved manually by winding a black rope around the capstan, which rope runs around the ship and is lashed to a white rope to form a continuous cable; Said units are lashed to the continuous cable using simple, cinched straps that loop over horn cleats on the units. The system according to claim 1, wherein said units have the ability to be moved for clearance while docking, for said dockside clearance on the ship, a yellow rope is deployed to gather said units on one side of the ship closer together allowing room for said units from the dockside of the ship to be drawn around the ship and out of the way during loading and unloading of cargo. The system according to claim 1, wherein said units each have a sail fixed on them, which sail can be dropped or raised in increments of one-tenth of the length of the sail. The system according to claim 1, wherein said units are controlled by proprietary control software, the software program can receives signals from the ship's computer regarding its course, the route to be followed, the GPS, direction and intensity of wind and wave on the course, control knobs, manual actuation of the sails and total or partial retraction of the sails, the positioning of said units on the hull of the ship, and such software can be used to send signals to the units to direct or retract the sails or adjust the masts according to the supplied data. The system according to claim 1, wherein said units are controlled by ship crew, there is a control panel on each unit, which has a stainless steel/steel weathershield mounted in front of each unit. II. CLAIM: The TR system is designed to be retro-fitted to existing ocean-going, commercial freight ships, thereby enabling the ships' operation to maximize energy efficiencies by the utilization of the sail system to optimize the ships' wind efficiencies in concert with use of the existing engines, and in so doing, reducing reliance on the consumption of fuel from the current consumption levels. 